US4498443A - Fuel supply control method having fail-safe function for abnormalities in intake passage pressure detecting means of an internal combustion engine having a turbocharger - Google Patents

Fuel supply control method having fail-safe function for abnormalities in intake passage pressure detecting means of an internal combustion engine having a turbocharger Download PDF

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Publication number
US4498443A
US4498443A US06/496,590 US49659083A US4498443A US 4498443 A US4498443 A US 4498443A US 49659083 A US49659083 A US 49659083A US 4498443 A US4498443 A US 4498443A
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Prior art keywords
engine
pressure
intake passage
value
detecting means
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US06/496,590
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Shumpei Hasegawa
Akihiro Yamato
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Assigned to HONDA GIKEN KOGYO KABUSHIKI KAISHA, (HONDA MOTOR CO., LTD.), A CORP. OF JAPAN reassignment HONDA GIKEN KOGYO KABUSHIKI KAISHA, (HONDA MOTOR CO., LTD.), A CORP. OF JAPAN ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: HASEGAWA, SHUMPEI, YAMATO, AKIHIRO
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates to a fuel supply control method for an internal combustion engine having a turbocharger, and more particularly to a method of this kind which is adapted to perform a fail-safe function to counteract an abnormality in the functioning of intake passage pressure detecting means, so as to prevent local overheating in the interior of the engine cylinders caused by the malfunction of the above pressure detecting means.
  • a fuel supply control system adapted for use with an internal combustion engine, particularly a gasoline engine has been proposed e.g. by U.S. Pat. No. 3,483,851, which is adapted to determine the valve opening period of a fuel quantity metering or adjusting means for control of the fuel injection quantity, i.e. the air/fuel ratio of an air/fuel mixture being supplied to the engine, by first determining a basic value of the above valve opening period as a function of at least the intake pipe absolute pressure and then adding to and/or multiplying same by constants and/or coefficients being functions of engine rpm, intake air temperature, engine cooling water temperature, throttle valve opening, exhaust gas ingredient concentration (oxygen concentration), atmospheric pressure, etc., by electronic computing means.
  • the air/fuel ratio of the air/fuel mixture being supplied to the engine is set to a rich ratio, in order to obtain a high engine output responsive to the supply of a large quantity of fuel to the engine, as well as to effect cooling of locally overheated areas in the engine cylinders. That is, when the engine is being supercharged at a high supercharging rate, the intake air pressure and the intake air temperature increase so that the combustion temperature increases in the engine cylinders, which can cause certain local areas of cylinders, e.g. the tip of the ignition plug, to easily get overheated, resulting in inconveniences such as premature ignition of the air/fuel mixture. Therefore, it is essentially necessary to effect cooling of the overheated engine cylinders by fuel contained in the air/fuel mixture supplied to the engine while the engine is operating in a high-rate supercharged condition, in order to achieve proper driveability and long life of the engine.
  • the aforementioned constant value PB 0 of the intake passage absolute pressure is used in place of actual intake passage absolute pressure PB detected by the absolute pressure detecting means, when an abnormality occurs in the functioning of the above absolute pressure detecting means, the quantity of fuel supplied to the engine becomes insufficient, resulting in inadequate cooling of the locally overheated engine cylinder regions, thereby causing abnormal combustion in the engine cylinders such as premature combustion.
  • a fuel supply control method for electronically controlling the quantity of fuel being supplied to an internal combustion engine having a turbocharger, an intake passage, a throttle valve arranged in the intake passage and an intake passage pressure detecting means for detecting pressure in the intake passage at a location downstream of the throttle valve, in response to values of engine control parameters including at least a value of the intake passage pressure detected by the above pressure detecting means.
  • the method according to the invention is characterized by comprising the following steps: (1) detecting whether or not there is an abnormality in the functioning of the aforementioned pressure detecting means; (2) determining whether or not the engine is operating in a predetermined supercharged operating condition; (3) interrupting the fuel supply to the engine when an abnormality is detected in the functioning of the above pressure detecting means while the engine is determined to be operating in the above predetermined supercharged operating condition.
  • a second pressure detecting means for detecting pressure in the above intake passage exceeds a predetermined value, or when a throttle valve opening of the engine exceeds a predetermined value, it is determined that the engine is operating in the above predetermined supercharged operating condition.
  • FIG. 1 is a block diagram illustrating the whole arrangement of a fuel supply control system to which is applicable the method according to the present invention
  • FIG. 2 is a circuit diagram illustrating an electrical circuit within the electronic control unit (ECU) in FIG. 1;
  • FIG. 3 is a circuit diagram illustrating a modification of the section for detecting engine operation in a predetermined high-rate supercharged operating condition, within the circuit shown in FIG. 2.
  • reference numeral 1 designates an internal combustion engine which may be a four cylinder type, for instance, and to which is connected an intake passage 2 with a throttle valve 3 arranged therein.
  • a fuel injection valve 4 is arranged in a manner projected into the intake passage 2 at a location slightly upstream of an intake valve of a corresponding one of the engine cylinders, not shown, between the engine 1 and the throttle valve 3, for fuel supply to the corresponding engine cylinder.
  • Each of such fuel injection valves 4 is connected to a fuel pump, not shown, and is electrically connected to an electronic control unit (hereinafter called "ECU") 5.
  • ECU electronice control unit
  • a turbocharger 7 has a turbine 7a arranged inside the exhaust pipe 6 of the engine 1 so as to drive the compressor 7b of the turbocharger 7, arranged in the intake passage 2 at a location upstream of the throttle valve 3, in response to a flow of exhaust gases emitted by the engine.
  • An absolute pressure (PBTC) sensor 9 and another absolute pressure (PBNA) sensor 9' are arranged at locations immediately downstream of the throttle valve 3, which communicate with the intake pasage 2, respectively, through conduits 8 and 8', and are electrically connected to the ECU 5. Since the intake air absolute pressure varies over a wide range due to the provision of the turbocharger, two such absolute pressure sensors 9 and 9' are provided to measure with accuracy supercharged pressure (higher pressure) and lower pressure, respectively. These sensors 9, 9' supply respective electrical signals indicative of detected absolute pressures to the ECU 5. Also, an intake air temperature sensor 10 is arranged in the intake passage 2, which supplies a signal indicative of detected intake air temperature to the ECU 5. A throttle valve opening sensor 13 is mounted on the throttle valve 3, which supplies a signal indicative of detected throttle valve opening to the ECU 5.
  • An engine cooling water temperature sensor 11 which may be formed of a thermistor or the like, is mounted on the body of the engine in a manner embedded in the peripheral wall of an engine cylinder having its interior filled with engine cooling water, and an electrical output signal of which is supplied to the ECU 5.
  • An engine rpm sensor (hereinafter called “Ne sensor”) 12 is arranged on a camshaft or a crankshaft of the engine, neither of which is shown, which sensor generates one pulse at a particular predetermined crank angle of the engine and applies such pulses to the ECU 5.
  • An O 2 sensor 14 is inserted in the exhaust pipe 6 of the engine at a location between the aforementioned turbine 7a of the turbocharger 7 and the engine 1 for detecting oxygen concentration in the exhaust gases from the engine and supplying a signal indicative of detected concentration to the ECU 5.
  • other engine parameter sensors 15 for detecting, e.g., atmospheric pressure, back pressure, etc. detected values of which are supplied to the ECU 5 as other engine parameter signals.
  • the ECU 5 After determining whether or not there is an abnormality in the signal generated by the absolute pressure PBTC sensor 9, in a manner hereinafter explained, the ECU 5 operates on the basis of the various engine parameter signals, inputted thereto to determine the valve opening period TOUT of the fuel injection valves 4 by the following equation:
  • Ti indicates the basic fuel injection period of the fuel injection valves 4 and is calculated as a function of the intake passage absolute pressure PB and the engine rpm Ne.
  • a predetermined value e.g. 1160 mmHg
  • the Ti value is determined on the basis of a value of the absolute pressure signal outputted by the absolute pressure (PBTC) sensor 9
  • the absolute pressure PB is lower than the above predetermined value
  • the Ti value is determined on the basis of a value of the absolute pressure signal outputted by the absolute pressure (PBNA) sensor 9'.
  • K 1 and K 2 represent correction coefficients dependent upon the values of signals from the above various sensors, that is, the intake passage absolute pressure sensors 9, 9', the intake air temperature sensor 10, the engine cooling water temperature sensor 11, the Ne sensor 12, the throttle valve opening sensor 13, the O 2 sensor 14, and the other engine parameter sensors 15, and are calculated by the use of predetermined equations so as to optimize the startability, emission characteristics, fuel consumption, acceleratability, etc. of the engine.
  • FIG. 2 shows a circuit for carrying out one embodiment of the method of the invention, forming part of the internal arrangement within the ECU 5 in FIG. 1, and inclusive of a section for calculating the valve opening period TOUT value through the use of the above equation (1) by applying the value of the absolute pressure signal detected by the absolute pressure (PBTC) sensor 9.
  • PBTC absolute pressure
  • the value of the absolute pressure signal from the absolute pressure (PBTC) sensor 9, in FIG. 1, is supplied to a PBTC value register 20 and stored therein, after being converted into a digital signal by an analog-to-digital converter, not shown.
  • the above PBTC value is supplied to an AND circuit 22 at one input terminal as well as to an abnormality detecting circuit 21. In the latter circuit, it is detected whether or not there is an abnormality in the value of the PBTC signal outputted by the absolute pressure (PBTC) sensor 9.
  • the manner of detecting such abnormality by the abnormality detecting circuit 21 may be, for example, such as to determine whether or not the value of the absolute pressure (PBTC) signal is within a range of values having an upper limit which is a value of maximum absolute pressure that can occur during normal engine operation and a lower limit which is a value of least absolute pressure that can occur during normal engine operation, and to judge that there is, an abnormality in the absolute pressure detecting means when a value of the absolute pressure (PBTC) signal outputted by the above PBTC sensor 9 continues to remain outside the above range for a predetermined period of time.
  • PBTC absolute pressure
  • the abnormality detecting circuit 21 detects an abnormality in the value of the absolute pressure (PBTC) signal
  • the same circuit 21 generates a signal having a high level of 1 and applies it to an AND circuit 25 and a NAND circuit 24 at their one input terminals.
  • the same signal from the circuit 21 is inverted into a signal having a low level of 0 by an inverter 23, and applied to the above AND circuit 22 at the other input terminal.
  • the AND circuit 22 is thus deenergized to interrupt the transfer of the value of the absolute pressure PBTC signal supplied to its other input terminal from the PBTC value register 20 to a TOUT value calculating control circuit 30 through an OR circuit 26.
  • the energized AND circuit 25 transfers a constant PB 0 value of the absolute pressure (e.g. 460 mmHg) stored in a PB 0 value memory 27 and connected to its other input terminal, to the TOUT value calculating control circuit 30 through the OR circuit 26 as an absolute pressure (PBTC) signal.
  • PBTC absolute pressure
  • the Ne value register 31 supplies th TOUT value calculating circuit 30 with a stored value of the engine rpm Ne supplied thereto from the Ne sensor 12 in FIG. 1, after the same is converted into a digital signal by an analog-to-digital converter, not shown.
  • the correction coefficient calculating circuit 32 calculates the values of the correction coefficients K 1 , K 2 of the aforementioned equation (1), on the basis of engine parameter signals from the above intake air temperature sensor 10, the engine cooling water temperature sensor 11, etc. so as to optimize the engine operating condition, and supplies the calculated values of coefficients K 1 , K 2 to the TOUT value calculating control circuit 30.
  • the TOUT value calculating control circuit 30 calculates the basic fuel injection period Ti of the equation (1) by the use of the values of the above absolute pressure (PBTC) signal and the engine rpm Ne signal, and multiplies the calculated Ti value by the correction coefficient K 1 and adds the resultant product value to the value of the correction coefficient K 2 to obtain a value of the valve opening period TOUT.
  • the control circuit 30 supplies the above calculated TOUT value to a driving circuit 34 through an AND circuit 33.
  • This AND circuit 33 is normally in an energized state to transfer the TOUT value to the driving circuit 34, except when the engine is operating in a predetermined high-rate supercharged operating condition and at the same time, no abnormality is detected in the absolute pressure (PBTC) detecting means, in a manner hereinafter explained.
  • the driving circuit 34 supplies a driving signal to the fuel injection valves 4 to drive them with a duty factor corresponding to the calculated TOUT value.
  • the value of the absolute pressure PBNA signal from the absolute pressure (PBNA) sensor 9', in FIG. 1 is supplied to a PBNA value register 28 and stored therein, after the same is converted into a digital signal by an analog-to-digital converter, not shown, which is in turn supplied to a high-rate supercharged operating condition detecting circuit 29.
  • the high-rate supercharged operating condition detecting circuit 29 determines whether or not the value of the above absolute pressure (PBNA) signal is higher than a predetermined value (e.g. 1160 mmHg), and when the above PBNA value is higher than the above predetermined value, the same circuit 29 determines that the engine is operating in such high-rate supercharged operating condition.
  • the same circuit 29 When the high-rate supercharged operating condition detecting circuit 29 determines that the engine is operating in the high-rate supercharged operating condition, the same circuit 29 generates a signal having a high level of 1 and applies it to the other input terminal of the NAND circuit 24.
  • signals having a high level of 1 are applied to the both input terminals of the NAND circuit 24, that is, when a signal having a high level of 1 is supplied to one input terminal of the NAND circuit 24 by the abnormality detecting circuit 21, consequent upon detecting that the value of the absolute pressure (PBTC) signal has remained outside the aforementioned predetermined range of values having upper and lower limits for a predetermined period of time and at the same time, a signal having a high level of 1 is supplied to the other input terminal from the high-rate supercharged operating condition detecting circuit 29, consequent upon determining that the engine is operating in the high-rate supercharged operating condition, the NAND circuit 24 generates a signal having a low level of 0 and applies it to the other input terminal of the AND circuit
  • FIG. 3 shows a circuit for determining whether or not the engine is operating in a high-rate supercharged operating condition, in which the throttle valve opening th value is employed in place of the value of the absolute pressure (PBNA) signal from the absolute pressure (PBNA) sensor 9', shown in FIG. 2, to determine the high-rate supercharged operating condition.
  • the throttle valve opening th value from the throttle valve opening sensor 13, shown in FIG. 1 is stored in a th value register 35 after being converted into a digital signal by an analog-to-digital converter, not shown.
  • the above th value is supplied to a high-rate supercharged operating condition detecting circuit 29', wherein the above th value is compared with a predetermined value.
  • the high-rate supercharged operating condition detecting circuit 29 determines that the engine is operating in such high-rate supercharged operating condition and generates a signal having a high level of 1 and applies it to the NAND circuit 24.
  • the NAND circuit 24 when the NAND circuit 24 then has its other input terminal supplied with another signal having a high level of 1 from the abnormality detecting circuit 21, thereby having both its input terminals supplied with signals having a high level of 1, the NAND circuit 24 generates a signal having a low level of 0 to deenergize the AND circuit 33 in FIG. 2.
  • the engine parameter signals for use to determine whether or not the engine is operating in the high-rate supercharged operating condition are not limited to the intake passage absolute pressure (PBNA) signal and the throttle valve opening th value signal but any other suitable engine parameter signals may be used for such purpose, instead.
  • PBNA intake passage absolute pressure

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US06/496,590 1982-05-24 1983-05-20 Fuel supply control method having fail-safe function for abnormalities in intake passage pressure detecting means of an internal combustion engine having a turbocharger Expired - Lifetime US4498443A (en)

Applications Claiming Priority (2)

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JP57087753A JPS58204945A (ja) 1982-05-24 1982-05-24 過給機を備える内燃エンジンの燃料供給制御方法
JP57-87753 1982-05-24

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JP (1) JPS58204945A (enrdf_load_stackoverflow)
GB (1) GB2120811B (enrdf_load_stackoverflow)

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4572139A (en) * 1983-08-29 1986-02-25 Nissan Motor Company, Limited Fuel supply control system for an internal combustion engine
US4603552A (en) * 1983-03-02 1986-08-05 Toyo Kogyo Co., Ltd. Safety device for turbocharged engine
US4664085A (en) * 1984-12-26 1987-05-12 Fuji Jukogyo Kabushiki Kaisha Air-fuel ratio control system for an automotive engine
US4683857A (en) * 1984-12-25 1987-08-04 Honda Giken Kogyo Kabushiki Kaisha Method for controlling air/fuel ratio
US4705001A (en) * 1984-03-15 1987-11-10 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Device for controlling engine and method thereof
US4790139A (en) * 1987-06-29 1988-12-13 Roach James L Retrofit turbocharger booster
US4903670A (en) * 1987-02-25 1990-02-27 Audi Ag Control device for a diesel internal combustion engine
US5080078A (en) * 1989-12-07 1992-01-14 Ford Motor Company Fuel vapor recovery control system
DE19513156C1 (de) * 1995-02-28 1996-05-02 Porsche Ag Turboaufgeladene Brennkraftmaschine mit einer Fehlererkennung und Verfahren zum Betreiben einer turboaufgeladenen Brennkraftmaschine mit einer Fehlererkennung
EP0769612A3 (en) * 1995-10-20 1999-03-10 Toyota Jidosha Kabushiki Kaisha Apparatus for detecting intake pressure abnormalities in an engine
DE19834762C2 (de) * 1998-08-01 2000-10-19 Audi Ag Verfahren zur Funktionsprüfung eines Bypasselements für eine Brennkraftmaschine
WO2002012697A1 (de) * 2000-08-05 2002-02-14 Robert Bosch Gmbh Verfahren und vorrichtung zur überwachung eines sensors
US6889502B1 (en) 2002-08-31 2005-05-10 Holset Engineering Company, Limited Method of reducing high cycle fatigue of turbochargers
US20090044532A1 (en) * 2007-08-17 2009-02-19 Gm Global Technology Operations, Inc. Flexible fuel variable boost supercharged engine
US20170138291A1 (en) * 2014-03-28 2017-05-18 Mazda Motor Corporation Abnormality detector of turbocharged engine

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EP0135680B1 (de) * 1983-07-16 1989-05-31 Robert Bosch Gmbh Elektronische Steuer- und/oder Regelvorrichtung für eine Brennkraftmaschine
JPS60125744A (ja) * 1983-12-09 1985-07-05 Diesel Kiki Co Ltd 燃料噴射装置の噴射時期制御装置
JPS6165049A (ja) * 1984-09-05 1986-04-03 Toyota Motor Corp デイ−ゼルエンジンの安全装置
JPS62147026A (ja) * 1985-12-21 1987-07-01 Toyota Motor Corp 内燃機関の過給圧制御装置
JPS6441629A (en) * 1987-08-08 1989-02-13 Daihatsu Motor Co Ltd Fuel control method for engine with supercharger
JPH01162084U (enrdf_load_stackoverflow) * 1988-04-30 1989-11-10
JPH0515541U (ja) * 1991-08-01 1993-02-26 アルパイン株式会社 車載用音響機器

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US3541784A (en) * 1968-06-24 1970-11-24 Bendix Corp Control system for turbo charged internal combustion engine
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Cited By (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4603552A (en) * 1983-03-02 1986-08-05 Toyo Kogyo Co., Ltd. Safety device for turbocharged engine
US4572139A (en) * 1983-08-29 1986-02-25 Nissan Motor Company, Limited Fuel supply control system for an internal combustion engine
US4705001A (en) * 1984-03-15 1987-11-10 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Device for controlling engine and method thereof
US4683857A (en) * 1984-12-25 1987-08-04 Honda Giken Kogyo Kabushiki Kaisha Method for controlling air/fuel ratio
US4664085A (en) * 1984-12-26 1987-05-12 Fuji Jukogyo Kabushiki Kaisha Air-fuel ratio control system for an automotive engine
US4903670A (en) * 1987-02-25 1990-02-27 Audi Ag Control device for a diesel internal combustion engine
US4790139A (en) * 1987-06-29 1988-12-13 Roach James L Retrofit turbocharger booster
US5080078A (en) * 1989-12-07 1992-01-14 Ford Motor Company Fuel vapor recovery control system
DE19513156C1 (de) * 1995-02-28 1996-05-02 Porsche Ag Turboaufgeladene Brennkraftmaschine mit einer Fehlererkennung und Verfahren zum Betreiben einer turboaufgeladenen Brennkraftmaschine mit einer Fehlererkennung
EP0769612A3 (en) * 1995-10-20 1999-03-10 Toyota Jidosha Kabushiki Kaisha Apparatus for detecting intake pressure abnormalities in an engine
DE19834762C2 (de) * 1998-08-01 2000-10-19 Audi Ag Verfahren zur Funktionsprüfung eines Bypasselements für eine Brennkraftmaschine
WO2002012697A1 (de) * 2000-08-05 2002-02-14 Robert Bosch Gmbh Verfahren und vorrichtung zur überwachung eines sensors
US6802201B2 (en) 2000-08-05 2004-10-12 Robert Bosch Gmbh Method and device for monitoring a sensor
RU2266555C2 (ru) * 2000-08-05 2005-12-20 Роберт Бош Гмбх Способ и устройство для контроля датчика
KR100772853B1 (ko) 2000-08-05 2007-11-02 로베르트 보쉬 게엠베하 센서의 모니터링 방법 및 장치
CN100392225C (zh) * 2000-08-05 2008-06-04 罗伯特·博施有限公司 用于监视传感器的方法和装置
US6889502B1 (en) 2002-08-31 2005-05-10 Holset Engineering Company, Limited Method of reducing high cycle fatigue of turbochargers
US20050115239A1 (en) * 2002-08-31 2005-06-02 Pierre French Method of reducing high cycle fatigue of turbochargers
US20090044532A1 (en) * 2007-08-17 2009-02-19 Gm Global Technology Operations, Inc. Flexible fuel variable boost supercharged engine
US8276549B2 (en) * 2007-08-17 2012-10-02 GM Global Technology Operations LLC Flexible fuel variable boost supercharged engine
US20170138291A1 (en) * 2014-03-28 2017-05-18 Mazda Motor Corporation Abnormality detector of turbocharged engine
US10087868B2 (en) * 2014-03-28 2018-10-02 Mazda Motor Corporation Abnormality detector of turbo-charged engine

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JPH0253617B2 (enrdf_load_stackoverflow) 1990-11-19
GB2120811A (en) 1983-12-07
GB8314371D0 (en) 1983-06-29
JPS58204945A (ja) 1983-11-29
GB2120811B (en) 1985-10-09

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